Railway vehicle with coupling element units between car body and undercarriage

ABSTRACT

A coupling element unit with spring action is located between a car body and an undercarriage of a railway vehicle. To largely relieve the coupling element unit from forces that act at a right angle to the suspension direction, a sliding adapter is provided that has two sliding elements and that can be displaced with respect to one another parallel to a floor of the car body.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to railway vehicles.

2. Description of the Prior Art

On railway vehicles of the prior art, it is generally known that a carbody can be elastically supported by means of coupling element units onan undercarriage frame of a truck that is located underneath the carbody. In that case, the coupling elements that execute the suspensionaction must be connected with the car body and the undercarriage frameso that they can track the movements that occur between the car body andthe undercarriage frame.

The object of the present invention is to provide a coupling elementthat has a spring action which is relieved of loads that are exerted atright angles to its direction of deflection.

SUMMARY OF THE INVENTION

When a railway vehicle is provided as claimed by the present invention,a sliding adapter that is integrated into the coupling element absorbsthe lateral or rotational movements that occur under allowable operatingconditions between the car body and the undercarriage frame. Thissliding adapter can thereby be provided so that it experiences verylittle friction, and thus has a low likelihood of failure whilerequiring little or no maintenance. A non-jamming equalization of thesliding movements that occur is therefore guaranteed. The slidingadapter thereby has a degree of freedom in translation in twonon-coincident axes, and is installed so that its displacement planeruns parallel to the plane that contains either the floor of the carbody or the undercarriage frame. The element of the coupling unit thathas the spring can be a component that needs to be moved in only onedirection, as is the case with hydro-pneumatic actuators. The cylinderof this actuator can thereby be fastened to the undercarriage frame orto the floor of the car body so that it does not move, i.e. it can bebolted or welded to it, because movements at a right angle to itsdisplacement direction are absorbed by the sliding adapter. The slidingadapter can be provided, for example, in the form of a ball-mountedplatform, to keep the friction between the adapter elements low, andthus to minimize the load on the spring element at a right angle to itsdirection of deflection. So that running vibrations of the truck are nottransmitted undamped via the coupling element units to the car body, atleast one of the adapter elements of the sliding adapter that can movewith respect to one another are provided with acoustical insulationmeans. For this purpose, this adapter element can have two plates thatare connected with one another only by means of an insulation layer.This insulation layer lies parallel to the plane of displacement of thesliding adapter, and can be provided in the form of a solid disc, in theform of a plurality of discs that are located next to one another, or inparticular in the form of an annular disc. To be able to absorb theforces generated by the friction of the sliding adapter without the riskof a displacement between these plates, the insulation layer is held inposition by means of its end surfaces facing these plates incorresponding matching locator depressions in these plates.

The sliding adapters that are associated with a railway car can not onlycompensate for the transverse movements within the coupling elementunits that act as vertical supports during the travel of the railwayvehicle, but they could also be used, for example, to move the car bodycloser to the edge of the platform when the car stops at a platform, inthe sense of reducing the size of the gap between the car body and theedge of the platform. It may also be appropriate to provide anoptionally controllable interlock device between the adapter elements toreduce their unrestricted mobility as a function of the operatingconditions or to eliminate their mobility altogether.

There are also separate force coupling elements to transmit the forcebetween the car body and the truck. For example, longitudinal forces aswell as transverse forces are transmitted by means of a bearing neckthat is fastened to the car body to a matching thrust bearing on thetruck frame. For the transmission of longitudinal forces, however, therecan also be a coupling rod that is provided in the form of alongitudinal force coupling element. Transverse forces, on the otherhand, can be absorbed by means of at least one transverse force couplingelement that can also be provided in the form of an activelycontrollable actuator, by means of which the transverse displacementbetween the car body and the running carriage can be controlled as afunction of the operating requirements. The displacement movementsbetween the car bodies and the running carriage caused by the forcecoupling elements are thereby smaller than the allowable displacementmovement of the respective sliding adapter.

The spring element inserted into the respective coupling element unitcan be passive, and can be provided, for example, in the form of steelcoil springs or solid rubber springs. Preferably, however, the springelement can be actively controlled, and can be provided in particular inthe form of a hydro-pneumatically controlled hydraulic cylinder, thelength of which can be changed only in one direction. To also be able toequalize the tipping movements between the car body and the truck framethat result from distortions or from the inclination of the car body orof the tracks, the coupling element unit can be equipped with a knucklejoint that is provided in the manner of a ball-and-socket joint. Thisknuckle joint is preferably installed between the spring element and thesliding adapter and has only one knuckle.

The invention is explained in greater detail below with reference to theexemplary embodiment illustrated in the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows part of a railway vehicle with sliding adapters, in thevicinity of a truck,

FIG. 2 shows a side view of the system illustrated in FIG. 1, in thevicinity of a coupling element unit with a sliding adapter, and

FIG. 3 is a detail of the sliding adapter in cross section.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 shows a schematic illustration of a vehicle, in particular or arailway vehicle, and a car body 1, underneath the floor wall 2 of whichthere is at least one truck. The truck has at least one axle and twowheels 3, and in this case two axles or four wheels 3. The wheels 3 areprovided in the form of railroad car wheels. An undercarriage frame 4 isthereby supported with longitudinal beams 5 that run in the direction oftravel of the truck, which beams 5 are connected to each other by meansof at least one cross member 6, are supported by means of primarysprings 7 on wheel bearing elements 8 of the wheels 3, and thus couplethe wheels 3 together so that they run smoothly. Approximately in themiddle of two wheels 3 that are one behind the other in the direction oftravel, on each longitudinal beam 5 perpendicular to the plane formed bythese longitudinal beams 5, there is a coupling element unit, by meansof which the car body 1 is supported with its floor wall 2 on the truck.

The coupling element unit consists of an actuator 9 that acts as aspring element, a knuckle joint connector 10 that can be tilted in alldirections and a conducting connector 11 that is located mechanically inseries in the direction of action of the actuator 9. The actuators 9,which can be provided in the form of hydro-pneumatcally controlledhydraulic cylinders, have two actuator elements 9.1 and 9.2 that can beadjusted axially only in a straight line with respect to one another.The knuckle joint 10 can be provided in the form of a universal orball-and-socket joint, in the form of an elastomer joint or in themanner of a spring steel bar, so that it can execute pivoting movementswith a restricted amount of movement in all directions. The slidingconnector 11 has degrees of freedom in translation only in a plane thatlies parallel to the floor wall 2 of the car body 1. The displacementcapability in a plane of this sliding connector, which is notdirectionally restricted, is thereby limited to specified values. As aresult of the association between the individual components 9, 10, 11 ofthe connecting device, only the actuator can compensate for differencesin the distance between the truck 4 and the car body 1, the knucklejoint 10 can compensate only for non-directionally dependent tippingmovements, and the sliding connector 11 can compensate only formovements that are directed at right angles to the actuation directionor to its actuation axis 12. In this regard, it is basically unimportantin what sequence the components 9, 10, 11 are connected to one another,as long as the two components on the ends are fastened on one hand tothe truck 4 and on the other hand to the car body 1.

In the exemplary embodiment depicted in the illustration, the cylinderhousing 9.1 is fastened rigidly on one of the longitudinal beams 5, forexample by means of hydro-pneumatic actuators 9, with a perpendicularlyoriented actuator axis 12. The other actuator element 9.2 of theactuator 9 is a tappet rod of the cylinder piston that is guided so thatit can be displaced in a straight line only along the actuation axis 12,whereby the free end of this actuator element 9.2 is rigidly connectedwith the first pivoting element 10.1 of the pivoting connector 10, whilethe second pivoting element 10.2 is rigidly connected with the primarysliding element 11.1 of the sliding element 11. The knuckle joint 10that is provided in the form of a ball-and-socket joint allows onlytipping movements that occur between the planes formed by thelongitudinal beams 5 and the floor wall 2. To also be able to compensatefor lateral movements between the vehicle parts 1, 3, 4 or the lateraladjustment that results from a distortion of the planes, there is asliding connector 11, the primary sliding element 11.1 of which isfirmly connected with the second pivoting element 10.2 of the knucklejoint 10, and the secondary sliding element 11.2 of which is firmlyconnected with the floor wall 2 of the car body 1.

At least one sliding element 11.1 consists of two plates 11.3 and 11.4lying parallel to each other and made of an inherently rigid material,in particular metal, and between which there is an insulation layer11.5. The plates 11.3 and 11.4 are firmly connected to one another bymeans of the insulation layer which is made of elastic,vibration-damping material. The insulation layer 11.5 thus lies parallelto the displacement plane of the sliding adapter 11. Preferably, theinsulation layer 11.5 is provided in the shape of a ring which isoriented equi-axially with the adjustment axis of the actuator 9 and theknuckle joint 10. To secure the insulation layer 11.5 against radialdisplacement, locator depressions 12 are worked into the two plates 11.3and 11.4, the depth of which depressions in the axial direction issignificantly less than the thickness of the insulating layer 11.5.Because there is security against radial displacement, a lateralmovement of the sliding adapter 11 occurs only between the slidingelements 11.1 and 11.2.

In this construction, the actuator 9 can replace flexible elements thatact as a secondary suspension. For this purpose, the actuator 9 can beprovided in the form of a hydro-pneumatic operating cylinder, and thuscan not only allow a vertical equalization between the car body and thetruck frame, but can also have spring characteristics like thosepossessed otherwise by coil springs, air springs or similar springs. Thespring characteristic can thereby be controlled as a function of thespecific requirements. The force coupling between the car body and thetruck for the support of longitudinal and transverse forces canconventionally be provided, for example, by means of control arms, truckcenter pins or figure-eight coupling elements or elastic buffer orspring elements.

The connecting device 9, 10, 11 can of course also be installed camberedbetween the car body 1 and the truck 4. In that case, the slidingconnector 11 can be also be installed without any adverse effect onfunction and safety, between the respective longitudinal beam 5 and thefacing actuator element 9.1 of the actuator 9. In that case, thesecondary joint element 10.2 is firmly connected with the car body 1.Without any change in function, the sliding connector 11 can of coursealso be installed between the actuator 9 and the knuckle joint 10. Inall the variant embodiments, and under all operating conditions, theactuator 9 retains its perpendicular position with respect to the truck4 to the extent that it is connected with it directly on thelongitudinal beams 5 or by means of the sliding connector 11. If theactuator 9 sits directly on the car body 1, of via the sliding connector11, it retains its perpendicular position under all operating conditionswith respect to the plane thereby defined.

The sliding adapter applied as claimed by the invention requires ahydro-pneumatic secondary spring, so that in spite of the actuator whichstands perpendicular on the truck frame and can move in only one axisvertically, and a knuckle between the piston rod of the actuator and thesliding adapter, the mobility of the car body with respect to the truckin a plane parallel to the floor of the car body, which is necessary foroperation and safety, is guaranteed. Also, with the sliding adapter, asa result of the arrangement of additional parts located in the directionof transmission, the transmission of vibrations from the undercarriageinto the car body structure is minimized. For this purpose, theinsulating layer is provided with vibration-isolating characteristicsthat transmit the forces applied in the vertical direction in full, aswell as the horizontal forces that are necessary to overcome thefriction of the sliding elements.

Alternatively, instead of with sliding elements, the sliding adapter canbe provided with roller elements, in the manner of a ball-mountedplatform.

Additional advantages of the invention are the fact that the slidingadapter makes possible a fixed clamped position of the verticalactuator, and the car body is thereby mounted at all times so that it isstable against tipping, but also is free to move in the plane of the carbody, which is necessary to allow transverse play and travel aroundcurves. The transverse ride comfort can thereby be optimized by asuitable selection and configuration, in particular of the frictionalcomponents of the sliding elements.

What is claimed is:
 1. A railway vehicle, comprising an undercarriageand, located above it, a car body that is supported vertically by meansof at least one pair of coupling element units with a spring action ofan undercarriage frame of the undercarriage, wherein the couplingelement unit has a sliding adapter with two sliding elements, whereinone of the sliding elements can be displaced freely in a plane that liesparallel to the floor of the car body over limited distances withrespect to the other sliding element, wherein at least one of thesliding elements has two plates that are connected to one another bymeans of an insulating layer that lies parallel to the plane ofdisplacement of the sliding adapter, wherein the insulating layer is aring, and wherein on the plates there are suitable locator depressionsin which the insulating layer is engaged.
 2. The railway vehicle asclaimed in claim 1, wherein the sliding adapter is a ball-mountedplatform.
 3. The railway vehicle as claimed in claim 2, wherein at leastone of the sliding elements has two plates that are connected to oneanother by means of an insulating layer that lies parallel to the planeof displacement of the sliding adapter.
 4. The railway vehicle asclaimed in claim 2, wherein at least one of the sliding elements isfirmly connected with at least one of the car body and the undercarriageframe.
 5. The railway vehicle as claimed in claim 2, wherein at leastone of the sliding elements is connected with a spring element, thespring travel of which is perpendicular to a plane of displacement ofthe sliding adapter.
 6. The railway vehicle as claimed in claim 2,wherein located between the car body and the undercarriage is atransverse force coupling element with a controllable transverseadjustment travel.
 7. The railway vehicle as claimed in claim 1, whereinat least one of the sliding elements is firmly connected with at leastone of the car body and the undercarriage frame.
 8. The railway vehicleas claimed in claim 1, wherein at least one of the sliding elements isconnected with a spring element, the spring travel of which isperpendicular to a plane of displacement of the sliding adapter.
 9. Therailway vehicle as claimed in claim 8, wherein the spring element ispassive.
 10. The railway vehicle as claimed in claim 8, wherein thespring element is actively controlled.
 11. The railway vehicle asclaimed in claim 10, wherein the spring element is a hydro-pneumaticallycontrolled hydraulic cylinder.
 12. The railway vehicle as claimed inclaim 8, wherein the spring element is fastened to at least one of theundercarriage frame and the car body.
 13. The railway vehicle as claimedin claim 8, wherein the coupling element unit has a knuckle joint thatis a ball-and-socket joint and is connected to at least one of thesliding adapter and the spring element.
 14. The railway vehicle asclaimed in claim 1, wherein the coupling element unit has a knucklejoint that is a ball-and-socket joint and is connected to at least oneof the sliding adapter and a spring element.
 15. The railway vehicle asclaimed in claim 1, wherein a longitudinal force coupling element islocated between the car body and the undercarriage.
 16. The railwayvehicle as claimed in claim 1, wherein located between the car body andthe undercarriage is a transverse force coupling element with acontrollable transverse adjustment travel.
 17. The railway vehicle asclaimed in claim 16, wherein a transverse adjustment travel of thetransverse force coupling element is smaller than a free displacementtravel of the sliding adapter.
 18. The railway vehicle as claimed inclaim 1, wherein at least one of the sliding elements is connected witha spring element, the spring travel of which is perpendicular to a planeof displacement of the sliding adapter.